EP3765348A1 - Elektromechanische kraftfahrzeuglenkung mit einem redundant ausgelegten steuergerät - Google Patents
Elektromechanische kraftfahrzeuglenkung mit einem redundant ausgelegten steuergerätInfo
- Publication number
- EP3765348A1 EP3765348A1 EP19711019.0A EP19711019A EP3765348A1 EP 3765348 A1 EP3765348 A1 EP 3765348A1 EP 19711019 A EP19711019 A EP 19711019A EP 3765348 A1 EP3765348 A1 EP 3765348A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- primary
- motor
- control
- torque
- steering
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000004804 winding Methods 0.000 claims abstract description 28
- 238000000034 method Methods 0.000 claims description 20
- 238000012545 processing Methods 0.000 claims description 18
- 238000004891 communication Methods 0.000 claims description 6
- 238000004364 calculation method Methods 0.000 claims description 3
- 238000012546 transfer Methods 0.000 claims description 3
- 238000012544 monitoring process Methods 0.000 claims description 2
- 229920006132 styrene block copolymer Polymers 0.000 claims description 2
- 238000002955 isolation Methods 0.000 description 3
- 230000007257 malfunction Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
- B62D5/003—Backup systems, e.g. for manual steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0403—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by constructional features, e.g. common housing for motor and gear box
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0403—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by constructional features, e.g. common housing for motor and gear box
- B62D5/0406—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by constructional features, e.g. common housing for motor and gear box including housing for electronic control unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0409—Electric motor acting on the steering column
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
- H02P25/22—Multiple windings; Windings for more than three phases
Definitions
- the present invention relates to a control device for an electromechanical steering system of a motor vehicle having the features of the preamble of claim 1 and an electromechanical steering system for a motor vehicle, and a method for providing a steering force support for an electromechanical steering system of a motor vehicle with the
- EPS systems are designed to be fail-silent, ie when a malfunction (either in the data processing system or the power electronics) is detected, power steering assistance is turned off to prevent an undesirable condition, such as steering lock.
- This approach is not suitable for autonomous or semi-autonomous driving
- the motor vehicle with the aid of various sensors of the driver assistance system can detect the surroundings of the motor vehicle and control the motor vehicle completely automatically by predetermining predetermined values.
- steers in a semi-autonomous driving mode This is the case, for example, in the case of a semi-autonomous parking procedure, where the driver assistance system takes over the steering of the motor vehicle and the driver actuates the gas pedal and the brake.
- ASIL Automotive Safety Integrity Level
- the published patent application DE 10 2015 104 850 A1 discloses a redundant concept with a first partial drive with a first control electronics, a first DC link, a first output stage and a first Winding group of a motor and a second part drive with a second drive electronics, a second intermediate circuit, a second power output stage and a second winding group of the motor, wherein a
- a galvanic isolation ensures the greatest possible independence of the individual drives. This ensures that a defect can not propagate in several sub-drives of a redundant drive and thus despite redundancy leads to a total failure of the functioning of the electric steering system.
- the communication between the sub-drives is costly by means of a vehicle bus.
- EP 2 778 021 describes a method for generating and verifying an issue order for use in a power steering system, wherein a primary and secondary processing path is provided and the secondary processing path forms a fallback level. In the event that an error is detected in the primary processing path, the secondary processing path handles the processing and provision of the
- a redundant control unit for an electromechanical steering system of a motor vehicle is provided with a primary control path and a secondary control path, the primary control path having a primary arithmetic unit, a primary driver stage and a primary power stage.
- Module, and the secondary control path has a secondary processing unit, a secondary driver stage and a secondary power module.
- the power modules are provided for driving two physically separate electric motors or a single electric motor with two winding groups, wherein by the two physically separate electric motors or the individual, two winding groups having electric motor on the same shaft torque is exercised.
- the communication between the two control paths takes place via a signal line between the
- the redundant structure of the control unit allows auxiliary power assistance also in the event that a hardware component of a control path fails or the software is faulty.
- the simple signal line directly between the arithmetic units, the redundant controller can be kept inexpensive.
- the communication via the signal line preferably takes place via Serial Peripheral Interface (SPI) or Universal Asynchronous Receiver Transmitter (UART).
- SPI Serial Peripheral Interface
- UART Universal Asynchronous Receiver Transmitter
- the primary arithmetic unit is preferably set up on the basis of the torque introduced by the driver into the steering wheel and further
- the secondary arithmetic unit is likewise set up to calculate the desired engine torque on the basis of the torque introduced by the driver into the steering wheel and other input variables, and by means of a secondary engine control based on the engine target torque. Torque secondary motor currents to operate the secondary
- the secondary arithmetic unit calculates the desired motor torque.
- the further input variables preferably comprise at least one of the following variables: vehicle speed, instantaneous rotor position measured by means of a rotor position sensor, measured current values in the
- the primary control path is connected to a primary motor vehicle bus and the secondary control path is connected to a secondary motor vehicle bus separate from the primary motor vehicle bus. A faulty motor vehicle bus can thus be replaced by the other control path.
- the primary arithmetic unit is connected to a primary motor vehicle bus, wherein the secondary arithmetic unit is designed such that it can be connected to the motor vehicle via the primary motor vehicle bus by means of the between the primary and secondary Arithmetic unit existing signal line communicates.
- the redundant control unit is used for electromechanical steering systems, which are designed as a steer-by-wire steering system.
- electromechanical steering systems which are designed as a steer-by-wire steering system.
- the primary control path and the secondary control path each have a connected to the power supply integrated circuit, which takes over the current monitoring of the corresponding arithmetic unit and a rotor position sensor.
- the primary control path and the secondary control path each have an external power supply, in particular a battery, exhibit.
- the secondary computing unit has a lower power than the primary computing unit.
- the primary and secondary arithmetic units are MCUs.
- the integrated circuits are advantageously SBCs.
- an electromechanical steering system for a motor vehicle, comprising at least one electric motor, a torque sensor that detects a torque introduced by the driver, and an electronic control unit for calculating motor currents for operating the electric motor, the one previously
- described redundant control unit comprises.
- a method for providing a steering torque for an electromechanical steering system of a motor vehicle comprising at least two electric motors, a torque sensor that detects a torque introduced by the driver (111), and an electronic control unit for calculating the steering torque, wherein the electronic Control unit comprises a redundant controller having a primary control path and a secondary control path.
- the primary control path in this case has a primary arithmetic unit, a primary driver stage and a primary power module
- the secondary control path has a secondary arithmetic unit, a secondary driver stage and a
- the error state is preferably detected by the error-free control path in that the faulty control path adjusts the communication via the signal line between the arithmetic units.
- Arithmetic unit determining secondary motor currents for operating a secondary electric motor in the secondary engine control.
- the primary arithmetic unit is connected to a primary motor vehicle bus, wherein the secondary arithmetic unit communicates with the motor vehicle via the primary motor vehicle bus by means of the existing between the primary and secondary arithmetic unit signal line.
- the primary and secondary electric motor can also be through two Winding groups of a single electric motor to be replaced.
- the primary control path drives a primary winding group of the electric motor and the secondary control path drives a secondary winding group of the electric motor.
- Figure 1 a schematic representation of an electromechanical
- Figure 2 a block diagram of a control unit of the electromechanical
- FIG. 1 an electromechanical motor vehicle power steering system 1 with a steering wheel 2, which is non-rotatably coupled to an upper steering shaft 3, is shown schematically. About the steering wheel 2 brings the driver
- the torque is then transmitted via the upper steering shaft 3 and lower steering shaft 4 to a steering pinion 5.
- the pinion 5 meshes in a known manner with a toothed segment of a rack 6.
- the rack 6 is slidably mounted in a steering housing in the direction of its longitudinal axis. At its free end, the rack 6 is connected to tie rods 7 via ball joints, not shown.
- the tie rods 7 themselves are in a known manner via steering knuckle, each with a steered wheel 8 of the
- a rotation of the steering wheel 2 leads via the connection of the steering shaft 3 and the pinion 5 to a longitudinal displacement of the rack 6 and thus to a pivoting of the steered wheels 8.
- the steered wheels 8 learn about a roadway 80 a reaction, which counteracts the steering movement. For pivoting the wheels 8 consequently a force is required which makes a corresponding torque on the steering wheel 2 required.
- An electric motor 9 of a servo unit 10 is provided to assist the driver in this steering movement.
- the upper steering shaft 3 and the lower steering shaft 4 are Dreheleastisch coupled via a torsion bar, not shown.
- a torque Sensor unit 11 detects the rotation of the upper steering shaft 3 relative to the lower steering shaft 4 as a measure of the on the steering shaft 3 or the
- Servo unit 10 a steering assistance for the driver ready.
- the servo unit 10 can be coupled as an auxiliary power assist device 10, 100, 101 either with a steering shaft 3, the steering pinion 5 or the rack 6.
- the respective auxiliary power assistance 10, 100, 101 enters an auxiliary torque into the steering shaft 3, the steering pinion 5 and / or into the toothed rod 6, whereby the driver is assisted in the steering work.
- the three different power assist devices 10, 100, 101 shown in FIG. 1 show alternative positions for their arrangement.
- the servo unit 10 has an electronic control unit 12 for calculating the steering assistance.
- FIG. 2 shows a block diagram of the electronic control unit 12 of the electromechanical steering system.
- the control unit 12 includes a
- the controller 13 is redundant and has a primary control path 130 and a secondary control path 140.
- the primary control path 130 and the secondary control path 140 are constructed identically in the embodiment shown, i. H.
- Each of the two control paths has a power supply, a computing unit, a power module, an electric motor and the necessary sensors (torque, phase current and rotor position).
- the modules are the primary
- Each control path 130, 140 has an external power supply 131, 141, preferably a battery.
- an integrated circuit 132, 142 is connected, which in each case monitors the current of a computing unit 133, 143 and of a rotor position sensor (RPS). 134,144 takes over.
- the primary and secondary arithmetic unit 133, 143 is preferably a microcontroller (MCU).
- the primary and secondary integrated circuit 132, 142 may, for example, be a system basic chip (SBC).
- the primary and secondary power supplies 131, 141 each further supply a driver stage 135, 145 (gate driver unit (GDU)) and a power module 136, 146 (power modules) of a control path 130, 140.
- GDU gate driver unit
- the primary and secondary arithmetic units 133, 143 receive the torque 111 introduced by the driver into the steering wheel and measured by the torque sensor unit 11. Furthermore, the primary and secondary arithmetic units 133, 143 are each connected to a separate motor vehicle bus 137, 147 via which the arithmetic unit 133, 433 receives data signals. The primary and secondary arithmetic unit 133,143 calculate on the basis of the torque introduced by the driver in the steering wheel 111 and other input variables, such as the transmitted via the respective motor vehicle bus 137,147 vehicle speed v and measurement signals from
- Electric motor such as the measured by means of the rotor position sensor 134,144 instantaneous rotor position and / or measured current values in the phase windings, the respective desired motor torque.
- the engine target torque is calculated using an algorithm that
- the primary motor target torque is passed to a primary motor control 138 of the primary computing unit 133 which determines therefrom the primary motor currents by means of PWM.
- the secondary target motor torque is passed in accordance with a secondary motor control 148 of the secondary arithmetic unit 143, which determines therefrom the secondary motor currents by means of pulse width modulation (PWM).
- PWM pulse width modulation
- a primary motor 91 is energized with the primary motor currents and a secondary motor 92 is energized accordingly with the secondary motor currents, resulting in a common torque for assisting the driver's steering movement.
- the primary and secondary motors 91, 92 are logically linked together. Two physically separate motors 91, 92 or a single motor 9 with two winding groups may be provided. In that case, If one of the motors 91, 92 or one of the winding groups fails, half of the nominal assist torque is available.
- Both control paths 130, 140 are each designed as "fail-silent", ie each control path can detect its own malfunction or a fault state and switch off the support by the assigned motor or winding group, typically by combining an ASIL-D microcontroller is achieved with various plausibility checks and a hardware architecture that is able to disconnect the electric motor from the control unit in the event of a fault (eg by phase relays).
- control paths 130, 140 are designed to be redundant, the control unit can also provide auxiliary power assistance in the event of a malfunction of one of the hardware components.
- the two control paths 130, 140 are designed such that (i) the arithmetic units can communicate with one another via a signal line 150 (for example by means of Serial Peripheral Interface (SPI), Universal Asynchronous Receiver Transmitters (UART), etc.), and (ii) both control paths 130,140 are at least as independent of each other that an error in a hardware component of a control path does not lead to an error cascade in a hardware component in the other control path, the separation of the two control paths, for example, by dedicated power lines and ground lines, isolation of control paths and the like can be done.
- the software of the control paths is each designed to detect both hardware and software faults themselves within a control path and to cause interruption or shutdown of the power steering of the faulty path. In this case, the software is programmed so that the redundant part of the control unit can provide power steering assistance.
- the two redundant control paths are configured to:
- the CPUs of the two microcontrollers 133, 143 can also be advantageous to design the CPUs of the two microcontrollers 133, 143 differently in order to save costs.
- the data processing resource may be lower than that of the primary control path, because in the event that a primary control path failure results in the primary control path failure, the controller is already in a restricted mode of operation and it is likely that only half of the nominal assist torque is available.
- the semi-autonomous driving mode can no longer be guaranteed, so that the secondary microcontroller, which takes over the calculation of the engine nominal torque, can be significantly less powerful and thus less expensive. It can also be dispensed with for cost reasons on the motor vehicle bus of the secondary control path.
- control unit only has permission to communicate with the vehicle in error-free case or (ii) the primary communication bus is already configured redundantly. For cost reasons, it may also be provided to dispense with a redundant power supply. This is useful if the error rate of the power supply is acceptable or the vehicle is a redundant one
- Control paths are connected to a common power connection.
- the invention is generally scalable to any number of control paths. The above-described existence of two control paths is just one example.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Power Steering Mechanism (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102018105882 | 2018-03-14 | ||
DE102018108597.4A DE102018108597A1 (de) | 2018-03-14 | 2018-04-11 | Elektromechanische Kraftfahrzeuglenkung mit einem redundant ausgelegten Steuergerät |
PCT/EP2019/055358 WO2019174954A1 (de) | 2018-03-14 | 2019-03-05 | Elektromechanische kraftfahrzeuglenkung mit einem redundant ausgelegten steuergerät |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3765348A1 true EP3765348A1 (de) | 2021-01-20 |
Family
ID=67774368
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19711019.0A Withdrawn EP3765348A1 (de) | 2018-03-14 | 2019-03-05 | Elektromechanische kraftfahrzeuglenkung mit einem redundant ausgelegten steuergerät |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3765348A1 (de) |
DE (1) | DE102018108597A1 (de) |
WO (1) | WO2019174954A1 (de) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7003863B2 (ja) | 2018-07-20 | 2022-02-04 | トヨタ自動車株式会社 | 車両の制御装置、制御方法および制御プログラム |
DE102018124906A1 (de) * | 2018-10-09 | 2020-04-09 | Thyssenkrupp Ag | Redundante Steuereinheit für eine Kraftfahrzeuglenkung |
CN110712677B (zh) * | 2019-11-29 | 2024-02-27 | 吉林大学 | 一种自动驾驶车辆的冗余电动助力转向***及其控制方法 |
US20230053921A1 (en) * | 2020-02-07 | 2023-02-23 | Zf Friedrichshafen Ag | Steering system |
DE102020207196A1 (de) | 2020-06-09 | 2021-12-09 | Volkswagen Aktiengesellschaft | Verfahren und Vorrichtung zum Betreiben eines Lenksystems eines Kraftfahrzeugs |
CN112249151B (zh) * | 2020-08-14 | 2024-02-27 | 北京国家新能源汽车技术创新中心有限公司 | 一种线控转向***、控制方法以及汽车 |
US11738799B2 (en) | 2020-10-12 | 2023-08-29 | Ford Global Technologies, Llc | Steering system with multiple controllers |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19834870A1 (de) * | 1998-08-01 | 2000-02-03 | Bosch Gmbh Robert | Fehlertoleranter elektromechanischer steer-by-wire-Lenksteller |
DE10052343A1 (de) * | 2000-10-21 | 2002-07-11 | Bosch Gmbh Robert | Verfahren zum Steuern eines Steerby-Wire-Lenksystems |
DE10053335B4 (de) * | 2000-10-27 | 2006-09-07 | Robert Bosch Gmbh | SbW-Lenkanlage für Kraftfahrzeuge |
JP3847702B2 (ja) * | 2002-12-02 | 2006-11-22 | 株式会社ジェイテクト | 車両の操舵制御装置 |
EP2765060B1 (de) * | 2013-02-06 | 2018-04-11 | Steering Solutions IP Holding Corporation | Elektrisches Fahrzeug-Servolenkungssystem |
EP3159243B1 (de) | 2013-03-11 | 2018-07-18 | Steering Solutions IP Holding Corporation | Gegenprobestrategie für systematischen fehlerschutz |
DE102015200124A1 (de) * | 2015-01-08 | 2016-07-14 | Robert Bosch Gmbh | Verfahren zum Versorgen mindestens eines Verbrauchers |
WO2016135840A1 (ja) * | 2015-02-24 | 2016-09-01 | 三菱電機株式会社 | 電動駆動装置、及び電動パワーステアリング装置 |
DE102015104850A1 (de) | 2015-03-30 | 2016-10-06 | Robert Bosch Automotive Steering Gmbh | Reduntanter Antrieb mit galvanisch getrennten Teilantrieben für eine elektrische Lenkung |
DE102015116937B4 (de) * | 2015-10-06 | 2018-10-31 | Robert Bosch Automotive Steering Gmbh | Verfahren zum Betreiben eines Lenksystems eines Kraftfahrzeugs |
WO2017122329A1 (ja) * | 2016-01-14 | 2017-07-20 | 三菱電機株式会社 | 電動パワーステアリング装置 |
-
2018
- 2018-04-11 DE DE102018108597.4A patent/DE102018108597A1/de active Pending
-
2019
- 2019-03-05 WO PCT/EP2019/055358 patent/WO2019174954A1/de unknown
- 2019-03-05 EP EP19711019.0A patent/EP3765348A1/de not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
WO2019174954A1 (de) | 2019-09-19 |
DE102018108597A1 (de) | 2019-09-19 |
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